Throttle apparatus for an internal combustion engine

ABSTRACT

A throttle device is provided for driving to open and close a throttle valve which controls an intake air flow rate of an internal combustion engine via an electric actuator. A motor casing receives a motor forming the electric actuator, and a gear casing receives gear mechanism transmitting a driving force of the motor to a valve shaft. Both casings are integrally formed within a throttle body. A motor insertion opening of the motor casing is opened to the gear casings. The motor is mounted by securing a motor bracket by tightening threaded fasteners into a plurality of threaded holes formed on the peripheral edges of the motor insertion opening. The motor bracket has a curved edge between one thread fastening position to another thread fastening position, and the gear casing is provided a curved portion adapting to said curved edge of the motor bracket.

This application is a divisional of application Ser. No. 10/212,885filed on Aug. 7, 2002 which is a continuation of application Ser. No.09/888,502, filed Jan. 26, 2001, now abandoned, which is a continuationof Ser. No. 09/413,546, filed Oct. 6, 1999, now abandoned.

BACKGROUND OF THE INVENTION

The present invention relates to a throttle apparatus for an internalcombustion engine and, more particularly, to an electronic controlthrottle device which controls opening and closing a throttle valve bydriving an electric driven actuator based on a control signal.

In the electronic control throttle apparatus for controlling a throttlevalve of an engine by driving an electric driven actuator (for example,a direct current motor, a stepping motor), a technology known is that aninitial opening degree (default opening degree) of the throttle valve inan off state of engine key (in other words, at not energized state ofthe electric driven actuator) is set to a position larger than its fullclose position.

Here, the full close position does not mean a position for completelychoking the intake air passage. Particularly, in a throttle deviceperforming idling rotating speed control using only a throttle valvewithout any bypass passage for bypassing the throttle valve, the fullclose position is defined by classifying into a mechanical full closeposition and an electrical full close position to be described below.

The mechanical full close position means a minimum opening degreeposition of a throttle valve determined by a stopper, and the minimumopening degree is set at a position to slightly open the throttle valvefrom a position to completely choking the intake air passage in order toprevent the throttle valve from sticking. The electrical full closeposition means a minimum opening degree within a range of openingdegrees used for control, and the minimum opening degree is set at anopening position slightly larger than the mechanical full close positionin taking the mechanical full close position as the reference bycontrolling of driving the electric driven actuator (for instance, aposition larger than the mechanical full close position by approximately1°). In the electronic control throttle device, the electrical fullclose position (the minimum opening degree on the control purpose) doesnot always agree with an idling opening degree (an opening degreenecessary for idling rotating speed control). The reason is that becausethe opening degree of the throttle valve is feedback controlled based onan idling rotating speed detected signal in order to keep the idlingrotating speed to a target rotating speed, and thereby the openingdegree can not be determined uniquely.

In regard to a full open position, there are a mechanical full openposition determined by a stopper and an electrical full open position ofa maximum opening degree on control. Therein, in a case of simplydescribing a “full close position”, meaning of the word includes theelectrical full close position as well as the mechanical full closeposition. In a normal control, the throttle valve is controlled betweenthe electrical full close position (the minimum opening degree in thecontrol range) and the electrical full open position (the maximumopening degree in the control range). By doing so, a part of thethrottle valve does not hit on the stoppers for determining themechanical full close position and the mechanical full open position atcontrolling the throttle valve to the minimum and the maximum openingdegrees. Therefore, mechanical fatigue, abrasion and damage of thestoppers and the gear members can be prevented and sticking of thethrottle valve to the stopper can be prevented.

A default opening degree (that is, the initial opening degree in an offstate of engine key) is set to an opening degree of a position in whichthe throttle valve is further opened wider than that in the full closeposition (the mechanical full close position and the electrical fullclose position)(for example, a position larger than the mechanical fullclose position by 4 to 13°). One reason why the default opening degreeis set is that an air flow rate necessary for combustion ofpre-warming-up operation at stating-up of the engine (cold starting-up)is secured without any auxiliary air passage (an air passage bypassingthe throttle valve). During idling operation, as the engine is warmedup, the throttle valve is controlled so as to moved from the defaultopening degree toward the smaller opening degree. However, the lowerlimit is the electrical full close position. Another reason why thedefault opening degree is set is to cope with requirements for securingself-running (limp home) or for securing an intake air flow rate toprevent the engine operation from stopping even if the throttle controlsystem is failed, for preventing the throttle valve from fixing to aninner surface of the throttle body with a viscous substance or ice.

As conventional examples of default opening degree setting mechanisms,various kinds of default opening degree setting mechanisms are proposedin, for example, Japanese Patent Application Laid-Open No.63-150449,U.S. Pat. No. 4,947,815 and the corresponding patent of Japanese PatentApplication Laid-Open No.2-500677, Japanese Patent Application Laid-OpenNo.62-82238 and the corresponding patent of U.S. Pat. No. 4,735,179 bythe same applicant of the present invention, Japanese Patent ApplicationLaid-Open No.10-89096, Japanese Patent Application Laid-OpenNo.10-131771 and so on.

There are various types of default opening degree setting mechanisms.For example, one type is that a default opening degree is secured bysetting the relationship between forces of a returning spring for actinga force toward a closing direction of the throttle valve and an opposedspring (called as a default spring or an initial opening degree spring)for acting a force toward an opening direction of the throttle valveopposing against the force of the returning spring so that the force ofthe default spring is larger than the force of the returning spring atthe default opening degree position and so that a free end of thedefault spring is stopped by a default stopper at the default openingdegree position when the engine key is switched off (for example,Japanese Patent Application Laid-Open No.2-500677).

Another type is, as disclosed in Japanese Patent Application Laid-OpenNo.1-131771, that a fixing side engaging element to be fixed to athrottle valve shaft (this engaging element may be constructed by athrottle lever, or a gear for transmitting motor power may be usedinstead of the engaging element) and a moving side engaging element (alinking lever) idly inserted onto the throttle valve shaft and rotatablerelative to the throttle valve shaft are provided, and the moving sideengaging element and the fixing side engaging element are linkedtogether with a returning spring so as to attract each other, and aforce is applied using a default spring onto the moving side engagingelement in a direction of opening the throttle valve to engage androtate the moving side engaging element and the fixing side engagingelement (the throttle valve shaft) together opposing against the forceof the default spring when the opening degree is within the rangesmaller than the default opening degree (smaller than the defaultstopper position), and to rotate only the fixing side engaging elementand accordingly the throttle valve shaft opposing against the force ofthe returning spring and preventing movement of the moving side engagingelement by the default stopper when the opening degree is within therange larger than the default opening degree. On the contrary, there isa type that the moving side engaging element and the fixing sideengaging element are linked together with the default spring so as toattract each other, and a force is applied using the returning springonto the moving side engaging element in a direction of closing thethrottle valve to engage and rotate the moving side engaging element andthe fixing side engaging element (the throttle valve shaft) togetheropposing against the force of the returning spring when the openingdegree is within the range larger than the default opening degree, andto rotate only the fixing side engaging element (the throttle valveshaft) opposing against the force of the default spring and preventingmovement of the moving side engaging element by the default stopper whenthe opening degree is within the range smaller than the default openingdegree.

The electronic control throttle device can more accurately perform airflow rate control suitable for operation of an internal combustionengine than a mechanical throttle device in which an amount ofstepping-in of the accelerator pedal is transmitted to a throttle valveshaft through an accelerator wire. However, since the electronic controlthrottle device has the electric drive actuator and the default openingdegree setting mechanism, number of the parts is increased andaccordingly it is important how to make the throttle body small in size,light in weight and simple in structure and how to simplify the wiring(wire harness).

Further, the electronic control throttle device controls the idlingrotating speed by controlling opening degree of the throttle valve, buthas the following point to be improved.

In a case where idling rotating speed control is performed with thethrottle valve in the electronic control throttle device, an openingdegree larger than the mechanical full close position by a certain angle(for example, 5 to 10°) is secured at least as the minimum openingdegree in the control range. Since a gap (sometime called as a shaftsupport gap) between the throttle valve shaft and a shaft insertingthrough hole provided in a wall of the throttle body which guides thethrottle valve shaft to a bearing practically serves as a part of theintake air passage and the air flow rate (leak air flow rate) flowingthrough the shaft support gap cannot be controlled, the minimum openingdegree in the control range is set with taking it into considerationthat the leak flow rate flows into the internal combustion engine.

However, according to the conventional set value of the minimum openingdegree for the control range (the electrical full close position), whenthe throttle valve is closed from the maximum opening degree for thecontrol range (the electrical full open position) toward the minimumopening degree (the electrical full close position, in the idlingstate), a magnitude of overshoot becomes larger than the minimum openingdegree in the closing direction (the overshoot is approximately 1.5° atmaximum) because the driving force of the motor (the electric driveactuator) is decreased at high temperature or at low temperature (thatis, the torque of the motor is reduced at high temperature due toincrease in the resistance of the motor, and the torque of the motor isreduced at low temperature due to decease in the battery voltage). As aresult, as shown by a solid line {circle around (1)} in FIG. 17, thethrottle valve hits on the stopper at the mechanical full close position(the diagonally shaded area in FIG. 17 indicates a state that movementof the throttle valve is blocked by the full close stopper.), andover-current flows in the motor likely to cause an erroneous fail-safediagnosis (an erroneous diagnosis judging of occurrence of failure inthe motor from the over current) or decrease in the lifetime of themotor.

SUMMARY OF THE INVENTION

An object of the present invention is to make an electronic controlthrottle device having an electric drive actuator, a gear mechanism, adefault opening degree setting mechanism small in size, light in weightand simple in assembling and wire harness by solving the above-mentionedproblems.

Another object of the present invention is to improve reliability of theelectronic control throttle device by preventing the throttle valve fromhitting on the stopper even if such an overshoot as described aboveoccurs in the throttle valve.

The present invention is basically constructed as follows.

A throttle device for an internal combustion engine according to oneaspect of the present invention includes an electric drive actuator anda default opening degree setting mechanism, wherein

a gear case for containing a gear mechanism to transmit power of theelectric drive actuator to a throttle valve shaft is arranged on anouter wall of a throttle body, and

a returning spring for acting a spring force on the throttle valve in aclosing direction and a spring (a default spring) for acting a springforce on the throttle valve in a direction toward a side of the defaultopening degree seeing from the full close position of the throttle valvehave diameters different from each other, and both of the springs areheld around a shaft of said throttle valve shaft and arranged between agear attached to the throttle valve shaft in the gear mechanism and awall portion of the throttle body.

According to the above-mentioned construction, the returning spring andthe default spring can be intensively arranged between the gear providedin the throttle shaft and the wall portion of the throttle body, andaccordingly the part space can be rationalized. Particularly, accordingto the present invention, by arranging the returning spring and thedefault spring in such a feature that at least a part of the returningspring and a part of the default spring are overlapped with each other(one spring having a smaller diameter is inserted inside the otherspring having a larger diameter), an arranging space in a longitudinaldirection of the springs can be shortened, and accordingly thisstructure is useful in that the gear case and the whole throttle bodycan be made small in size, light in weight and simple in assembling.

In addition to the above-mentioned construction, the present inventionproposes a construction that the spring arranged outside out of thereturning spring and the default spring (the spring having the largerdiameter) is placed in being guided by an outer periphery of a bearingcontaining boss for the throttle valve shaft projecting inward of thegear case in a manner that one end of the spring having the largerdiameter is fixed to the wall portion of the throttle body. By doing so,the outer periphery of the bearing containing boss for the throttlevalve shaft can be used for a space placing one spring out of thereturning spring and the default spring. Accordingly, this structure isuseful in that the parts can be more intensively arranged, and thethrottle body can be made smaller in size and light in weight. Althoughthe other various dependent invention in regard to the first inventionare proposed, these will be described in the item of DESCRIPTION OF THEPREFERRED EMBODIMENTS later.

In an electronic control throttle device according to another aspect ofthe present invention, a throttle body, a motor case containing a motorcomposing an electric drive actuator and a containing portion of aconnector connecting by plugging to a motor terminal provided in an endplate of said motor are formed in a unit. In addition, a motor terminalextracting port for exposing the motor terminal to the containingportion of the connector is formed on a bottom portion of the motorcase, and a guide for guiding the connector to the motor terminalextracting port when the connector is plugged to the motor terminal isformed on an inner wall surface of the containing portion of theconnector.

By constructing as described above, the connector can be easilyconnected to the motor terminal without difficulty of positioning theconnector to the motor terminal because by containing the motor in themotor case the motor terminal can be seen in the containing portion ofthe connector (the terminal connector) through the terminal extractingport, and in this state the terminal connector is inserted from theterminal containing portion using the guide. Even if the motor terminalis, particularly, placed in a deep position of the connector containingportion and behind the other parts, the connector can be inserted bybeing guided by the above-mentioned guide without difficulty while beingpositioned.

In an electronic control throttle device according to a further aspectof the present invention, a motor case for containing a motor composingthe electric drive actuator is integrated with a throttle body in aunit. In addition, in the throttle body, a motor terminal extractingport is formed in a side of a bottom portion of the motor case, acontaining space of a connector to be connected to the motor terminalbeing formed adjacent to the side of the bottom portion of said motorcase, the containing space of the connector and a containing space forcontaining a throttle sensor provided at one end of a throttle valveshaft being formed in one room, a wire lead portion of the throttlesensor being arranged in being directed to the containing space of themotor terminal connector.

By constructing as described above, the wires led from the terminal ofthe throttle sensor and the wires led from the motor terminal can bemerged at adjacent positions in the beginning in the connector andthrottle sensor containing space (one room), and accordingly these wirescan be gathered without difficulty and can be extracted out of thethrottle body. Therefore, this construction is useful to simplify thewiring work and the part assembling work.

An electronic control throttle device according to a further aspect ofthe present invention, a motor case for containing a motor composing theelectric drive actuator and a gear case for containing a gear mechanismto transmit power of the motor to a throttle valve shaft are integratedin a unit. In addition, a motor inserting port of the motor case isopened to the gear case, the motor being attached to the motor case byfastening a motor bracket to triangular point arranged screw holesprovided a periphery of the motor inserting port with three screws intotal, three sides forming a contour of the motor bracket being curvedlines, a motor positioning portion fitting to the three curved lines ofthe motor bracket to position the motor being formed in the gear case.

By constructing as described above, vibration of the motor can besuppressed more effectively than in a conventional one in which themotor bracket is fastened at two points with screws, and furtheraccuracy of positioning the motor can be improved.

An electronic control throttle device according to a further aspect ofthe present invention includes an electric drive actuator for openingand closing a throttle valve based on a signal controlling an intake airflow rate of the internal combustion engine. In addition, a gap (a shaftsupporting gap) between a throttle valve shaft and a shaft insertingthrough hole for guiding the throttle valve shaft to a bearing providedin a wall portion of a throttle body is filled with an air leakpreventing material, and a minimum opening degree on control purpose ofthe throttle valve is set to a value larger than an amount of overshootof the throttle valve occurring when opening degree of the throttlevalve is changed from a maximum opening degree on control purpose of thethrottle valve to the minimum opening degree.

By constructing as described above, since the intake air flow rate (theleak air flow rate) supplied to the internal combustion engine throughthe so-called shaft supporting gap of the throttle valve shaft can beeliminated, the minimum opening degree on the control purpose of thethrottle valve can be increased larger than in the conventional one bythat amount. In the present invention, by making use of this fact theminimum opening degree in the control range is set a value larger thanthe overshoot of the throttle valve when opening degree of the throttlevalve is changed from the maximum opening degree on control purpose ofthe throttle valve to the minimum opening degree. For instance, byapplying the air leak preventing material (for example, molybdenumdisulfide), as shown by the solid line {circle around (2)} in FIG. 17,since the minimum opening degree on the control range can be set a valuelarger than the mechanical full close position by approximately 2°, theminimum opening degree on the control range can be increased higher by avalue corresponding to the overshoot (for instance, approximately 1.5°)when opening degree of the throttle valve is changed from the maximumopening degree on control purpose (the electrical full open position) tothe minimum opening degree (the electrical full close position).Therefore, the stopper blocking element in the side of the throttlevalve can be prevented from hitting on the stopper (the full closestopper) determining the mechanical full close position even if theovershoot occurs. Accordingly, even if the overshoot occurs, it ispossible to prevent over current from flowing in the motor.

The above-mentioned operation and effect are attained on the premisesthat the gap (the shaft supporting gap) between the throttle valve shaftand the shaft inserting through hole for guiding the throttle valveshaft to the bearing provided in the wall portion of the throttle bodyis filled with the air leak preventing material. The above-mentionedoperation and effect can not be expected in a mechanical throttle devicein which a stepping amount of an accelerator is transmitted to athrottle valve shaft through an accelerator wire even if the so-calledshaft supporting gap is filled with the air leak preventing material.The reason is as follows. The idling opening degree in the mechanicalthrottle device is set to a position where a mechanical full closingstopper exists, and the mechanical throttle device is designed on thepremises that the stopper blocking element controlling the throttlevalve hits on the full close stopper during operation. Further, sincethe throttle valve is mechanically driven using the accelerator wire,there is no occurrence of overshoot nor occurrence of over currentattendant on the overshoot differently from in the electronic controlthrottle device.

The Japanese Patent Application Laid-Open No.62-17100 proposes atechnology that in a mechanical throttle device, a dryable liquidlubricant (for example, molybdenum disulfide) is penetrated into an airpassage formed between a throttle valve shaft and a shaft insertingthrough hole in a wall portion of the throttle valve assembly (the shaftsupporting gap) and dried to fill the air passage with the lubricantsolidified and fixed to the air passage. On the background that anidling rotating speed of an engine is set in taking the amount of theair flowing through the so-called shaft supporting gap intoconsideration since the air flowing through the gap can not becontrolled by the throttle valve, but the idling rotating speed isgradually decreased and finally the engine may be stopped becausecombustion products (combustion soot, viscous substance or the like) aregradually accumulated in the shaft supporting gap. Therefore, thesetting of the idling rotating speed is performed by eliminating the gapin the beginning to eliminate the change in the idling air flow ratewith time and by using a full close stopper (an idling adjust screw).

In the electronic control throttle type, the idling rotating speedcontrol can be performed by controlling the throttle valve openingdegree through feedback control (that is, the idling opening degree isnot determined using the idling adjusting screw used in the mechanicalthrottle device). Therefore, even if combustion products are graduallyaccumulated in the shaft supporting gap of the throttle valve shaft,decrease in the air flow rate (decrease in the idling rotating speed)caused by the accumulation of the combustion products can be compensatedby controlling the throttle valve opening degree. From this point ofview, the above-mentioned problem specific to the mechanical throttledevice (the problem of the decrease in idling rotating speed caused byaccumulation of combustion products in the shaft supporting gap) doesnot occur in the electronic control throttle device. In other words,there are differences in problem to be solved and in object between theair leak preventing material applied to the shaft supporting gap in theelectronic control throttle device and the air leak preventing materialapplied to the shaft supporting gap in the mechanical throttle device.

In an electronic control throttle device according to a further aspectof the invention, an electromagnetic shield member of a wire used fordriving control of the electric drive actuator is a woven shieldcomposed of a tube-shaped member formed by weaving glass fiber and awoven thin metal wire member covering the tube-shaped member.

A conventional electromagnetic shield member of this kind is formed bycovering a tube made of silicon rubber with a shielding outer cover ofwoven thin metal wires. The electromagnetic shield member of theabove-mentioned structure can substantially reduce its cost and caneffectively shield electromagnetic wave compared to the conventionalelectromagnetic shield member.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A and 1B each is a perspective view showing a first embodiment ofan electronic control throttle device in accordance with the presentinvention and a view explaining the principle.

FIG. 2 is an exploded perspective view showing a part of the firstembodiment of the electronic control throttle device.

FIG. 3 is a vertical cross-sectional view of the first embodiment.

FIG. 4 is a transverse cross-sectional view of the first embodiment.

FIG. 5 is a front view of the first embodiment.

FIG. 6 is a rear view of the first embodiment.

FIG. 7 is an explanatory view showing a gear case detaching its cover,the gear case being provided in the throttle body of the firstembodiment.

FIGS. 8A and 8B each is an explanatory view showing the gear case ofFIG. 7 detaching part of the gears.

FIG. 9 is a view showing a one side of the throttle body of FIG. 7.

FIG. 10 is an explanatory view showing a connector and throttle sensorcase detaching its cover, the connector and throttle sensor case beingprovided in the throttle body of the first embodiment.

FIGS. 11A and 11B each is an explanatory view showing the process ofconnecting a motor terminal with a terminal connector used in theabove-mentioned embodiment.

FIG. 12 is a perspective view showing the terminal connector.

FIG. 13 is a cross-sectional view showing the motor case and connectingterminal connector provided in the throttle body of the firstembodiment.

FIG. 14 is a vertical cross-sectional view showing a second embodimentin accordance with the present invention.

FIG. 15 is a vertical cross-sectional view showing a third embodiment inaccordance with the present invention.

FIGS. 16A and 16B each is a perspective view showing an outline of afourth embodiment of an electronic control throttle device in accordancewith the present invention and a view explaining the principle.

FIG. 17 is a explanatory chart showing the relationship betweenovershoot occurring in the electronic control throttle and the minimumopening degree for the control purpose of the throttle valve.

FIG. 18 is a graph showing variations in air flow rate versus throttlevalve opening degree in a case where an air leakage preventing member isapplied along the whole circumference of the throttle valve in the airflow passage of the electronic control throttle and in a case where theair leakage preventing member is applied and filled only in the shaftsupport gap.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of the present invention will be described below, referringto the accompanied drawings.

Initially, the principle of an embodiment of an electronic controlthrottle device with a default mechanism (a throttle device of aninternal combustion engine for a vehicle) in accordance with the presentinvention will be described below, referring to FIGS. 1A and 1B. FIG. 1Ais a schematic perspective view showing an electric drive mechanism ofthrottle valve and a default mechanism in the present embodiment, andFIG. 1B is an explanatory view equivalently expressing theabove-mentioned mechanisms.

Referring to FIGS. 1A and 1B, a flow rate of air flowing in an intakeair passage 1 is adjusted corresponding to an opening degree of adisk-shaped throttle valve 2. The throttle valve 2 is fixed to athrottle valve shaft 3. In one end of the throttle valve shaft 3, afinal stage gear (referred to as a throttle gear) 43 of a gear mechanism(a reduction gear mechanism) 4 for transmitting power of a motor (anelectric drive actuator) 5 to the throttle valve shaft 3 is attached.The gear mechanism 4 is composed of a pinion gear 41 attached to themotor 5 and an intermediate gear 42 in addition to the throttle gear 43.The intermediate gear 42 is composed of a large diameter gear 42 aengaging with the pinion gear 41 and a small diameter gear 42 b engagingwith the throttle gear 43, and is rotatably inserted into a gear shaft70 fixed to a wall surface of a throttle body 100.

The motor 5 is driven corresponding to an accelerator signal in regardto a stepping amount of an accelerator pedal and a traction controlsignal, and the power of the motor is transmitted to the throttle valveshaft 3 through the gears 41, 42, 43.

The throttle gear is a sectorial gear and fixed to the throttle valveshaft 3, and also serves as a fixed side engaging element, to bedescribed later, in order to reduce number of parts, and has an engagingside 43 a for engaging with an arm portion 62 of an engaging lever (amoving side engaging element) 6 to be described later.

The engaging lever 6 is used for a default opening degree settingmechanism, and therefore, is hereinafter referred to as a default lever.The default lever 6 is idly inserted onto the throttle valve shaft 3 androtatable relative to the throttle valve shaft, and is an engagingelement in the moving side to the above-mentioned fixing side engagingelement (gear) 43. The fixing side engaging element (gear) 43 and themoving side engaging element (the default lever) 6 are attracted to eachother through a default spring 8 by connecting between a springfastening portion (shown by a reference character 64 in FIG. 2) of thedefault lever 6 and a spring fastening portion 9 fixed to the throttlevalve shaft 3 with the default spring 8.

A returning spring 7 is fixed to a spring fastening portion 10 fixed tothe throttle body 100 in one end, and the other end of a free end sideis hooked to a spring fastening portion 61 provided in the default lever6 to act a force on the moving side engaging element (the default lever)6 in a direction closing the throttle valve.

A full close stopper 12 is for determining a mechanical full closeposition of the throttle valve. When the throttle valve 2 is rotatedtoward a closing direction up to the mechanical full close position, oneend of the stopper fixing element (herein, the throttle gear 43 alsoserving) fixed to the throttle valve shaft 3 is in contact with thestopper 12 to block the throttle valve to be closed further. A stopper(sometimes called as a default stopper) 11 for setting a default openingdegree is for keeping the opening degree of the throttle valve 2 to apreset initial opening degree (a default opening degree) larger than themechanical full close position and the electrical full close position (aminimum opening degree on the control purpose) when an engine key is off(when the electric drive actuator is off). The spring fastening portion61 provided in the default lever 6 is in contact with the defaultstopper 11 when the throttle valve is in the default opening degree toblock the throttle valve to rotate toward a direction decreasing theopening degree of the default lever 6 (a closing direction). The fullclose stopper 12 and the default stopper 11 are constructed byadjustable screws (adjust screws) provided in the throttle body 100.

By constructing as described above, the fixing side engaging element(the throttle gear) 43 and the moving side engaging element (the defaultlever) 6 are set rotatable in being engaged together opposing againstthe force of the returning spring 7 within the range of opening degreesabove the default opening degree. The moving side engaging element (thedefault lever) 6 is set to be blocked to move by the default stopper 11and only the fixing side engaging element (the throttle gear) 43 is setrotatable opposing against the force of the default spring 8 togetherwith the throttle valve shaft 3 within the range of opening degreesbelow the default opening degree.

For example, in FIGS. 1A and 1B, the engine key is in off state, and inthis state the default lever 6 is pushed back up to the position incontact with the default stopper 11 by the force of the returning spring7, and the throttle gear 43 and the throttle valve shaft 3 are kept tobe engaged with the default lever 6 and are at a position correspondingto the default opening degree by receiving the force of the returningspring 7 through the arm portion of the default lever 6. Therefore, apreset gap is maintained between the throttle gear (the stopper stoppingelement) 43 and the full close stopper 12.

When the throttle valve shaft 3 is rotated from this state toward theopening direction by the motor 5 through the gear mechanism 4, thethrottle gear 43 transmits power in the opening direction to the defaultlever 6 through an engaging surface 43 a and the arm portion 62 opposingagainst the force of the returning spring 7 to open the throttle valve 2up to a position where the power balances with the force of thereturning spring 7.

On the contrary, when the throttle valve shaft 3 is rotated from thisstate toward the closing direction by the motor 5 through the gearmechanism 4, the default lever 6 (the arm portion 61) follows therotation of the throttle gear 43 and the throttle valve shaft 3 untilthe default lever 6 is in contact with the default stopper 11, only thethrottle gear 43 and the throttle valve shaft 3 until the default lever6 is in contact with the default stopper 11. When the default lever 6 isin contact with the default stopper 11, only the throttle gear 43 andthe throttle valve shaft 3 are operated opposing against the force ofthe default spring 8 within the range below the default stopper 11 (thedefault opening degree) since the default lever 6 is blocked to rotatein the closing direction below the default opening degree. The throttlegear (the stopper stopping element) 43 is brought in contact with thefull close stopper 12 at the mechanical full close position by drivingthe motor 5 only when the reference point on the control is checked, andaccordingly the throttle gear 43 is normally not brought in contact withthe full close stopper 12.

In this default method, the spring force of the returning spring 6 iseffective only within the range above the default opening degree due toexistence of the default stopper 11. Therefore, since the spring forceof the default spring 8 can be set within the range below the defaultopening degree without being affected by the spring force of thereturning spring 6, there is an advantage in that load of the defaultspring is made small and accordingly the torque required for theelectric drive actuator can be reduced and the electric load to theengine can be reduced.

In this embodiment, the returning spring 7 and the default spring 8 areformed in coil-shaped torsion springs, and the diameter of the returningspring 7 is made larger than the diameter of the default spring 8, andthese springs 7, 8 are held around the shaft of the throttle valve shaft3 and placed between the throttle gear 43 and a wall portion of thethrottle body 100. By doing so, the default spring 8 and the returningspring 7 are partly overlapped in a nearly coaxial cylinder shape (thatis, a part of the default spring 8 is inserted into the inside of thereturning spring 7.)

In FIG. 1A, lengths of the arm portions 61, 62 of the default lever 6and the arm of the stopping portion 9 are exaggeratively drawn forconvenience of drawing the figure, but actually the springs 7, 8 areused by a compressed state. Accordingly, the spring lengths in the axialdirection are short and correspondingly the arms are formed in shortprojecting strips (refer to the exploded equipment shown in FIG. 2).

FIG. 3 is a cross-sectional view in the axial direction of the air flowpassage 1 of the electronic control throttle device in accordance withthe present invention, and FIG. 4 is a cross-sectional view in thedirection perpendicular to the axis of the air flow passage 1 of theelectronic control throttle device seeing from the upstream side.

As shown in these figures, a gear case 102 for containing the gearmechanism 4 is formed on one side wall of the throttle body 100integrally with the throttle body, and a bearing containing boss 101 forcontaining one of bearings 20 of the throttle valve shaft 3 is arrangedin projecting on an outer wall of the throttle body 100 inside the gearcase 102. The bearing 20 is sealed by a seal member 18 supported by aseal push holder 19. A spring (in this case, the returning spring) 7 outof the springs 7, 8 arranged outside (having a larger diameter) is fixedto the spring fastening portion 10 (refer to FIG. 1, FIG. 2, FIG. 3) ofthe throttle body 100 in one end 7 a, and a part of the spring in theside of the one end 7 a is guided on the outer periphery of the boss101.

In this embodiment, an annular groove 106 receiving a part of thereturning spring 7 is formed between the outer periphery of the bearingcontaining boss 101 in the side of the gear case 102 and the inner wallof the gear case 102. The bottom portion of the annular groove 106 isnot even in depth because of securing positions for attaching holes 150,as shown by the reference characters 106′, 106″ in FIG. 4. Therefore, aplurality of ribs 151 are arranged in the circumferential direction ofthe annular groove 106 so as to receive the returning spring 7 at aconstant level of depth of the annular groove 106. If the bottom portionof the annular groove 106 is even, the above-described ribs 151 can beeliminated and the returning spring 7 can be inserted a more deeperlevel of the annular groove 106.

The default lever (the moving side engaging element) 6 is a disk shapehaving the arms 61, 62, and one surface of the default lever receivesone end of the default spring 8 and the other surface in the oppositeside receives one end of the default spring 8.

The default lever (the moving side engaging element) 6 is composed of acylinder portion with bottom 6 a having an inner diameter slightlylarger than an outer diameter of a spring 8 having a smaller diameterout of the default spring 8 and the returning spring 7 and a flangeportion 6 b formed in the peripheral edge of an opening of the cylinderportion with bottom 6 a, and a part of the spring 8 having a smallerdiameter is inserted inside the cylinder portion with bottom 6 a andreceived by the bottom of the cylinder portion with bottom 6 a. On theother hand, a part of the spring 7 having a larger diameter is insertedon the outer periphery of the cylinder portion with bottom 6 a andreceived by one surface of the alligator flange portion 6 b.

The default lever 6 is joined with a sleeve 63 inserted on the throttlevalve shaft 3 in a unit, and holders (collars) of the default spring 8is inserted on the outer periphery of the sleeve 63 between the throttlegear 43 and the default lever 6.

That is, The default lever (the moving side engaging element) 6 isplaced between the wall portion of the throttle body 100 and the gear(the fixing side engaging element) 43, and the cylindrical collardivided into two members 14, 15 in the axial direction is placed betweenthe inner periphery of the default spring 8 between the default lever 6and the gear 43 and the outer periphery of the throttle valve shaft 3.

In a case where the collar is divided into the members 14, 15 asdescribed above, there is an advantage as described below compared to ina case of forming the collar with one collar member. That is, when thethrottle valve shaft 3 is rotated from the default opening degree towardthe full open direction opposing against the force of the default spring8, forces in directions opposite to each other are generated at the bothends of the default spring 8 caused by torsion. Therefore, when thecollar member to serve as the spring holder is formed in one member, alarge friction force caused by the torsion acts on the collar memberfrom the returning spring. As a result, the collar member may be wornand damaged. On the other hand, when the collar member is divided intothe members 14, 15 in the axial direction, the collar members 14, 15follow movement of each end portion of the default spring 8, and thecollar members do not receive an excessive force from the spring.Accordingly, the wear and damage described above can be prevented.

As shown in FIG. 2, the returning spring 7, the spring holder 13, thedefault lever 6, the collar member 14, the default spring 8, the collarmember 15, the throttle gear 43, the spring fastening member 9 can besuccessively assembled through one end of the throttle valve shaft 3,and then the springs 7, 8 can be placed in compression states byfastening the nut 17 through a washer 16.

FIG. 7 is a view showing the gear case 102 removing a gear cover 103 andseeing from a direction shown by an arrow A of FIG. 3. As describedabove, the default spring 8 and the returning spring 7 are nearlycoaxially arranged partially overlapping and displacing in the axialdirection around the throttle valve shaft 3. The diameter of thethrottle gear 43 is made larger than the outer diameter of the returningspring 7 placed outside out of the default and returning springs so thatthe returning spring does not interfere with the other parts, and thethrottle gear 43 and the smaller diameter gear 42 b of the intermediategear 4 are engaged with each other without difficulty.

The default stopper 11 and the full close stopper 12 are attached on theside wall of the gear case in the throttle body 100.

Main effects in regard to the construction having been described aboveare as follows.

The returning spring 7 and the default spring 8 can be intensivelyarranged between the gear 43 provided in the throttle valve shaft 3 andthe wall portion of the throttle body 100. Particularly, by thestructure that the returning spring 7 and the default spring 8 arearranged partially overlapping in the 28. axial direction of thethrottle valve shaft (the structure of arranging the springs 7, 8 inparallel in the radial direction), the arranging space in thelongitudinal direction of the spring can be shortened (that is, thespring receiving structure of the default lever 6 makes a part of thereturning spring 7 and a part of the default spring 8 overlapped in theaxial direction), and further, the returning spring 7 is guided on theouter periphery of the bearing containing boss 101 for the throttlevalve projecting toward the inside of the gear case 102 to use the outerperiphery of the bearing containing boss 101 for the arranging space ofthe returning spring 7. In addition, the gear 43 also serves as thestopper stopping element. Therefore, the parts are substantially madeintensive and rational by the multiplier effect of the above tocontribute to making the gear case 10 and the whole throttle body 100small in size, light in weight and simplifying assembling the throttlebody.

The motor case 110 integrated with the throttle body 100 has a motorinserting port 110 a opening to the inside of the gear case 102.

FIGS. 8A and 8B each is a view showing the inside of the gear case 102by removing the intermediate gear 42. In order to suppress vibration ofthe motor more effectively than a conventional one in which the motorbracket is fastened at two points with screws, and to improve accuracyof positioning, the motor is designed as follows. That is, a contour ofthe motor bracket 5 a is nearly triangular, and three sides forming thecontour of the motor bracket are curved lines. The motor bracket 5 a isattached to the motor case by fastening to triangular point arrangedscrew holes provided a periphery of the motor inserting port 110 a withthree screws 160 in total, and motor positioning portions 130, 131, 132for positioning the motor by fitting to the three curved lines of themotor bracket 5 a to position the motor being formed in the gear case102. The inside of the motor positioning portions 130, 131, 132 hasnearly equal curvature to the above-mentioned three sides of the curvedlines of the motor bracket 5 a. Further, a part 70 a of the outerperiphery of a cylindrical portion 71 supporting the intermediate gearattaching shaft 70 also has a cut-off portion so as to trace a lineextending the curved line of the above-mentioned motor positioningportion 130. The cut-off line 3 a is also used as a part of curved linefor positioning the motor, and accordingly the motor can be placed nearthe gear mechanism 4 side by the distance to improve the partconfiguration.

A throttle sensor 30 for detecting throttle opening degree is attachedto the other end of the throttle valve shaft 3 (an end in the sideopposite to the gear mechanism 4 and the default opening degree settingmechanism). The throttle sensor 30 is composed of a sensor housing 31, aboard 32 provided in the housing 31, a rotor 33, a brush 34 provided inthe rotor 33 and a cover 35, and the sensor housing 31 having the board32 is attached to the side wall of the throttle body 100 with screws ina state of inserting on to one end of the throttle valve shaft 3. On theother hand, the rotor having the brush 34 is fit to the throttle valveshaft 3 and fixed to the throttle valve shaft 3 fastened with a nut 36so as to rotate together with the throttle valve shaft 3. By sliding aprinted resistor on a board 32 with the brush 34 by rotation of therotor 33, an opening degree signal of the throttle valve is electricallyoutput through a lead wire.

By providing the throttle sensor 30, a case 107 for containing thethrottle sensor 30 is formed on the side wall of the throttle body 100in the side opposite to the gear case 102. The case 107 also has acontaining space (a containing portion) 107 b for a connector 190 oflead wires (electric power supply wires) 205 to be connected to aterminal 51 (refer to FIG. 10, FIG. 11) in addition to a containingspace 107 a for the throttle sensor 30, and the sensor containing space107 a and the connector containing space 107 b are constructed in oneroom without boundary. Therefore, here, the case 107 is called as aconnector and throttle sensor case.

As shown in FIG. 4, the motor case 110 provided in the throttle body 100and the connector and throttle sensor case 107 are arranged so as tointersect each other at right angle, and a motor terminal extractingport 180 is formed in the side of the bottom portion 110 b of the motorcase 110, and the containing space 107 b for the connector 190 is formedadjacent to the side of the bottom portion 110 b of the motor case. Byforming the sensor containing space 107 a and the connector containingspace 107 b as one room, as shown in FIG. 10 (FIG. 10 is a view showingthe throttle sensor case 107 of the throttle body 100 removing the casecover 37 and seeing from the direction shown by an arrow B of FIG. 3),the wire lead portion 30 a of the throttle sensor 30 is arranged so asto directed to the motor terminal connector containing space 107 b.

The throttle sensor 30 has two sensor detecting portions of same type inorder to back up the sensor when one of the sensor detecting portionsproduces trouble, and accordingly there are two set of the wires 204extracted from the sensor 30.

As shown in FIGS. 5, 6, and 9, the connector and throttle sensor case107 is covered with a cover 37, and a wiring guide 123 for gathering andguiding the electric power supply wires 205 to be connected to aconnector and the lead wires 204 of the throttle sensor 30 is fit into agroove 122 provided on the wall portion of the connector and throttlesensor case 107 to be attached with the cover 37. The wiring guide 123is formed of a rubber plate, and has a plurality of guide holes 124 usedfor penetrations of the electric power supply wires 205 and the sensorlead wires 204.

Since the wiring extracting portion 30 a of the throttle sensor 30 isplaced directing to the motor terminal connector containing space 107 bas described above, the wires 204 led from the terminal of the throttlesensor 30 and the wires 205 led from the motor terminal 51 through theconnector 190 can be merged at adjacent positions in the beginning inthe one room, and accordingly these wires can be gathered withoutdifficulty and can be extracted out of the throttle body. Therefore,this construction is useful to simplify the wiring work and the partassembling work.

In order to reduce manufacturing cost, an electromagnetic shield member206 of the wires 204, 205 is a woven shield composed of a tube-shapedmember formed by weaving glass fiber and a woven thin metal wire membercovering the tube-shaped member.

The motor terminal extracting port 180 provided in the bottom portion ofthe motor case 110 is exposed to the connector containing portion (thecontaining space) 107 b, and the guide 155 for guiding the connector tothe motor terminal extracting port 180 when the connector is plugged tothe motor terminal 51 is formed on the inner wall surface of thecontaining portion 107 b of the motor terminal connector 190. (refer toFIG. 10, FIG. 13. FIG. 10 is a view showing the inside of the connectorand throttle sensor case 107 detaching the motor terminal connector 190and seeing from the side of the case opening. FIG. 13 is a C—C linecross-sectional view showing the motor terminal connector under aconnecting process being taking on the plane of the line C—C of FIG.10.)

The guide 155 is formed at mold forming of the throttle body 100 at thesame time, and composed of a pair of opposite wall surfaces formed insuch a shape that the width is wide in the receiving side of theconnector and gradually narrowed toward the motor terminal extractingport 180.

FIG. 11 is a cross-sectional view showing the inner structure of themotor case 110 and the connector and throttle sensor case 107 seeing bychanging the view angle from FIG. 13. FIG. 11A shows a state halfwaythrough the process of plugging the connector, and FIG. 11B shows astate after plugging the connector 190 to the motor terminal 51.

The connector 190 can be easily connected to the motor terminal 51without difficulty of positioning the connector 190 to the motorterminal 51 because by containing the motor 5 in the motor case 110 themotor terminal 51 can be seen in the connector containing space 107 bthrough the terminal extracting port 180, and in this state the motorterminal connector 190 is inserted from the terminal containing portion107 b using the guide 155. Even if the motor terminal 51 is,particularly, placed in a deep position of the connector containingportion 107 b and behind the other parts, the connector can be insertedby being guided by the above-mentioned guide 155 without difficultywhile being positioned.

As shown in FIGS. 4, 11A, 11B and 12, the motor terminal connector 190is a plastic molded member of a socket type, and a pair of metal chips191 for terminal connector is embedded in the motor terminal connector.In this embodiment, the portion 190 a embedding the metal chips 191 isformed in a nearly rectangular shape and a portion following to theportion 190 a is formed in a plate with reinforcing rib 192 torationalize use of material. The connector 190 is guided to the terminalextracting port 108 placed at a deep position through a narrow portion.Therefore, in order to make the plugging work easy, the length from themotor terminal extracting port 108 to a position near the opening of theconnector and throttle sensor case 107 is shortened.

As shown in FIGS. 5, 6 and 9, a belt-shaped metal member 208 for holdingthe plurality of connectors 201 to 203 is welded on an outer surface ofthe cover 37 of the connector and throttle sensor case 107. By attachingthe plurality of connectors 201 to 203 to the belt-shaped metal member208 based on a predetermined layout, wire connecting work can be easilyperformed without trouble of the layout configuration of the connectorparts at assembling at the manufacturing location. The referencecharacter 250 of FIG. 3 indicates an engine cooling water inlet pipe.

The coil-shaped torsion spring is used for the returning spring 7 andthe default spring 8 in this embodiment, but it is not limited to thecoil-shaped torsion spring. For example, a belt-shaped coil spring maybe used. An embodiment of FIG. 15 employs a belt-shaped coil spring forthe default spring 8, but the other structure is the same as that of thefirst embodiment. According to this type, the inside of the gear casecan be made smaller.

An embodiment of FIG. 14 eliminates the collar members 14, 15, but theother structure is the same as that of the first embodiment.

In an embodiment of FIGS. 16A and 16B, contrary to the above-mentionedembodiments, the returning spring 7 is placed outside the default spring8.

The principle of the electronic control throttle device of FIGS. 16A and16B is as follows.

In this embodiment, the gear (the fixing side engaging element) 43 fixedto the throttle valve shaft 3 and the default lever 6 idly inserted ontothe throttle valve shaft 3 and rotatable relative to the throttle valveshaft are connected with the returning spring 7 so as to attract eachother this connection can be performed by fastening one end of thereturning spring 7 to the default lever 6 and the other end of thereturning spring 7 to a spring fastening portion 9 of the throttle valveshaft 3.

On the other hand, the default spring 8 acts a force on the defaultlever 6 in a direction to open the throttle valve by fastening one end 8a of the default spring 8 to a spring fastening portion 10 provided inthe throttle body 100 and the other end 8 b to a spring fasteningportion 61 of the default lever 6.

By constructing as described above, the gear (the fixing side engagingelement) 43 and the default lever (the moving side engaging element) 6are rotatable in being engaged together opposing against the force ofthe default spring 8 within the range of opening degrees below thedefault opening degree. The default lever 6 is blocked to move by thedefault opening degree setting stopper 11′ and only the throttle gear 43becomes rotatable opposing against the force of the returning spring 7together with the throttle valve shaft 3 within the range of openingdegrees above the default opening degree. In this embodiment, thediameter of the default spring 8 is larger than the diameter of thereturning spring 7, and the springs are arranged around the shaft of thethrottle valve shaft 3 so that the default spring 8 is outside and thereturning spring 7 is inside.

Although arrangement of the springs 7, 8 in this embodiment is reverseto the arrangement in the first embodiment, arrangement of the otherparts is the same as that in the above-described embodiments. By doingso, the same effect as that of the first embodiment can be attained.

In each of the embodiment of the electronic control throttle device, thegap (the shaft supporting gap) between the throttle valve shaft 3 andthe shaft inserting through hole 181 for guiding the throttle valveshaft 3 to the bearing 20 provided in the wall portion of a throttlebody is filled with an air leak preventing material. The air leakpreventing material, for example, a dryable liquid lubricant such asmolybdenum disulfide (MoS₂) is applied from downstream side of thethrottle valve 2 onto the limited areas of gap between the throttlevalve shaft 3 and the shaft inserting through holes 181 and thesurrounding such as the diagonally shaded areas shown by the referencecharacter 310 in FIG. 6, and penetrates and fills the shaft supportinggap. By filling the shaft supporting gaps with the air leak preventingmaterial, since the intake air flow rate (the leak air flow rate)supplied to the internal combustion engine through the shaft supportinggap of the throttle valve shaft can be eliminated, the minimum openingdegree on the control purpose of the throttle valve can be increasedlarger than in the conventional one by that amount. In the presentinvention, by making use of this fact the minimum opening degree in thecontrol range is set a value lager than the overshoot of the throttlevalve when opening degree of the throttle valve is changed from themaximum opening degree in the control range of the throttle valve to theminimum opening degree. The operation and effects are as described inthe section SUMMARY OF THE INVENTION. That is, by applying the air leakpreventing material (for example, molybdenum disulfide), as shown inFIG. 17, since the minimum opening degree in the control range can beset a value larger than the mechanical full close position byapproximately 2° (in a conventional case, a value larger than themechanical full close position by approximately 1°), the minimum openingdegree in the control range can be increased higher by a valuecorresponding to the overshoot (for instance, approximately 1.5°) whenopening degree of the throttle valve is changed from the maximum openingdegree in the control range (the electrical full open position) to theminimum opening degree (the electrical full close position) as shown bythe line {circle around (2)}. Therefore, the stopper blocking element inthe side of the throttle valve can be prevented from hitting on thestopper (the full close stopper) determining the mechanical full closeposition even if the overshoot occurs. Accordingly, even if theovershoot occurs, it is possible to prevent over current from flowing inthe motor.

Further, by applying the air leak preventing material to the shaftsupporting gaps and the surrounding, the following operation and effectcan be obtained.

That is, in a case of performing idling rotating speed control using theelectronic control throttle device, in addition to the normal enginerotating speed feedback control there is a state of open control inorder to cope with inrush load such as operation of an air conditioner.Further, in a gasoline engine directly injecting fuel into the engine(DI-G engine), since the required air flow rate is increased duringstratified combustion (ultra-lean burn) regardless of the enginerotating speed (A/F=40:1), there is a state of open control. Therefore,it is necessary to improve accuracy of air flow rate to throttle openingdegree (particularly, accuracy near 1 to 7°).

However, when the air leak preventing material is applied onto the airpassage wall along the whole circumference of the throttle valve,accuracy of air flow rate, particularly, accuracy in a low openingdegree range has been low due to deviations in applying thickness andconcentration of the air leak preventing material.

On the other hand, when the air leak preventing material is not appliedonto most part of the circumference of the throttle valve by limitingthe applying area of the air leak preventing material only to the shaftsupport gap and the surrounding, the cause of the deviations can beeliminated and the accuracy of air flow rate can be improved. As anexperimental result verifying the above-mentioned effect, FIG. 18 is agraph showing variations in air flow rate versus throttle valve openingdegree in a case where an air leakage preventing member is applied alongthe whole circumference of the throttle valve in the air flow passage ofthe electronic control throttle and in a case where the air leakagepreventing member is applied and filled only in the shaft support gap.

According to the present invention, an electronic control throttledevice having an electric drive actuator, a gear mechanism, a defaultopening degree setting mechanism can be made small in size, light inweight and simple in assembling and wire harness.

Further, reliability of the electronic control throttle device can beimproved by preventing the throttle valve from hitting on a stopper atthe mechanical full close position even if an overshoot specific to theelectronic control throttle device occurs when the throttle valverapidly changes from the maximum opening degree in the control range tothe minimum opening degree.

What is claimed is:
 1. A throttle device for driving to open and close athrottle valve controlling an intake air flow rate of an internalcombustion engine by means of an electric actuator, wherein a motorcasing receiving a motor forming said electric actuator and a gearcasing receiving a gear mechanism transmitting a driving force of saidmotor to a valve shaft are integrally formed within a throttle body, amotor insertion opening of said motor casing being opened to said gearcasing: said motor being mounted by securing a motor bracket bytightening threaded fasteners into a plurality of threaded holes formedon the peripheral edges of said motor insertion opening, said motorbracket having a curved edge between one thread fastening position toanother thread fastening position, and said gear casing being provided acurved portion adapting to said curved edge of said motor bracket.
 2. Athrottle device as set forth in claim 1, wherein said curved portion ofsaid gear casing adapted to the curved edge of said bracket is formed onthe side wall portion of said gear casing.
 3. A throttle device fordriving to open and close a throttle valve controlling an intake airflow rate of an internal combustion engine by means of an electricactuator, wherein a motor casing receiving a motor forming said electricactuator and a gear casing receiving a gear mechanism transmitting adriving force of said motor to a valve shaft are integrally formedwithin a throttle body, a motor insertion opening of said motor casingbeing opened to said gear casing: said motor being mounted by securing amotor bracket by tightening threaded fasteners into a plurality ofthreaded holes formed on the peripheral edges of said motor insertionopening, said motor bracket having a curved edge around one theadfastening position, and said gear casing being provided a curved portionadapting to said curved edge of said motor bracket.
 4. A throttle deviceasset forth in claim 3, wherein said curved portion of said gear casingadapted to the curved edge of said bracket is formed on the side wallportion of said gear casing.